Limiting speed governor



Sept. 11, 1962 G. P. HANLEY ETAL LIMITING SPEED GOVERNOR 2 Sheets-Sheet1 Filed Aug. 50, 1961 y 7(e Ire/r5 ATTORNEY Sept. 11, 1962 G. P. HANLEYETAL 3,053,096

LIMITING SPEED GOVERNOR Filed Aug. 30, 1961 2 Sheets-Sheet 2 UnitedStates Patent 3,053,096 LIMITING SPEED GOVERNOR George P. Hanley,Northville, and Kenneth J. Winkel,

Detroit, Mich, assignors to General Motors Corporation, Detroit, Mich, acorporation of Delaware Filed Aug. 30, 196.1, Ser. No. 135,031 8 Ctaims.(Cl. 73-531) This invention relates to a governor for an internalcombustion engine and more particularly to a limiting speed governorhaving an operator actuated linkage normally controlling the desiredspeed and load fuel requirements of an internal combustion enginebetween idle and maximum speed limits maintained by the governormechanism.

The invention contemplates an improved governor of the type indicatedwhich is of relatively simple and inexpensive construction, permitsmaximum versatility in meeting the mounting and speed and loadrequirements of different engine installations, and provides a fuelcontrolling linkage and speeder spring mounting arrangement permittingmaximum accessibility for inspection, maintenance and adjustment.

The foregoing and other objects, advantages and features of theinvention will be more thoroughly understood from the followingdescription of a preferred illustrative embodiment, having reference tothe accompanying drawings in which:

FIGURE 1 is an elevational view of a governor embodying the inventionwith portions of the governor being broken away and shown in detailedsection;

FIGURE 2 is a view of the governor speed responsive mechanism shownpartially in section and taken substantially in the direction of thearrows and in the plane of the line indicated at 2-2 in FIGURE 1;

FIGURE 3 is a top elevational plan view of the gov ernor and fuelcontrolling linkage; and

FIGURE 4 is a side elevational plan view of the control linkage.

Referring more particularly to the drawings, a governor incorporatingthe invention is indicated generally at 10. This governor is similar inexternal configuration and mountable on an internal combustion engine inthe same manner as to that shown and described in copending UnitedStates patent application Serial No. 83,651, entitled Variable SpeedGovernor, and filed January 19, 1961, in the names of George P. Hanleyand Charles E. Sloan.

The governor includes a housing comprising a bellshaped base member 12and a control head or support member 14 interconnected by a housingsleeve 16. These housing components are identical and interchangeablewith those of the variable speed governor of the aboveidentifiedapplication. The housing base and control head are secured for the frontof an engine timing gear housing 8 which is in turn secured to the rearend of the internal combustion engine. The housing members 12 and 14 arepreferably permanent mold light metal castings with the intermediatehousing sleeve 16 being cut from tube stock to meet the governormounting requirements for a given engine. A centrifugal flyweightmechanism A is rotatably mounted in the base housing member and the head14 supports a speeder spring and fuel control linkage B.

As best seen in FIGURES l and 2, the fiyweight mechanism A comprises ashaft 18 which is splined at 19 for driving connection to a crankshaftdriven timing gear, not shown. The opposite end of the shaft 18 isjournaled by a plain bearing 20 mounted in the smaller closed end of thebell housing 12. The shaft 18 is journaled adjacent its gear mountingend by a ball-type bearing 22 3,053,096 Patented Sept. 11, 1962 carriedby a supporting carrier on spider member 24. This bearing carrier issupported within the larger open end of the bell housing 12 andtelescopically pilots the fiyweight mechanism and bell housing inmounting assembly with respect to an opening 26 provided in the timinggear housing 8. A fiyweight carrier 28 is secured to the shaft 18 by ahub 30. The carrier is preferably of cast configuration having aperforated spider portion 31 secured to the shaft driven hub 30 and fourangled and equiangularly spaced arms 32 which extend longitudinally ofthe struts between the several spider openings. These carry pivot pins33 and 35 which pivotally mount two pairs of low and high speedfly-Weight assemblies 34 and 36, respectively. The low speed flyweights34 are pivotally mounted by the pins 33 for outward swinging movementabout parallel axes spaced on diametrically opposite sides of the shaft18. The high speed flyweights are similarly mounted by the pins 35 foroutward swinging movement about parallel axes disposed at ninety degreesto those of the low speed weights.

The flyweight assemblies 34 and 36 are preferably fabricated as shownfrom a plurality of stamped plates which may be color coded to indicatedilferent materials and individual masses. These plates are selected inassembly to provide the various flyweight masses required for differentengine applications. To provide adequate low speed governor response,the low speed flyweights are of substantially greater mass than the highspeed weights 36. Abutment toes 38 and 40 are formed on the rear of thecarrier spider 31 and abut end plates 42 and 44 of the high and lowspeed flyweights, respectively, to limit their speed responsive outwardmovement. The end plates 42 and 44 are preferably made of steel and haveinwardly extending lever arms 46 and 48 thrustably engageable with athrust collar or Washer 50 secured on the adjacent end of a riser sleeve52 which is slidably mounted on the engine driven shaft 18. The leverarms 46 and 48 thus transfer the speed responsive outward movement oftheir respective flyweights to the riser sleeve causing it to shift tothe right as viewed in FIGURE 1. The low speed lever arms 46 aresomewhat shorter than the lever arms 48 of the high speed flyweights. Asthe engine throttle control is advanced to increase the engine fuelsupply and thereby engine speed above the idle range maintained by thegovernor, the lever arm differential and high mass of low speedflyweights permits them to swing outwardly into abutment with the spidertoes 38 and 40. Further speed responsive movement of the riser sleeve isthus limited to the speed responsive centrifugal action of the highspeed flyweights 36.

The speed responsive fiyweight motion imparted to the riser sleeve istransmitted through a second thrust collar 54 and an anti-frictionbearing 56 carried by the opposite end of the riser sleeve to a yokedlever member 58 suitably secured to the adjacent lower end of a shaft60. The shaft 60 extends through the housing sleeve 16 and is journaledadjacent its ends by bearings 62 and 64 carried by the base housingmember 12 and the control head member 14, respectively. This shaftprovides an operative connection intermediate the centrifugal mechanismA and the speeder spring and fuel controlling linkage means B.

The speeder spring and fuel controlling linkage B includes a lever 66which has a hub 68 suitably secured to the upper end of the power shaft60 for speed responsive movement therewith. The lever 66 has an arm 70having an upstanding flange 71 distal from its hub 68. The flange 71serves to support an eye bolt 72 which is adjustable relative thereto bylock nuts 73' and 73'. The eye bolt anchors one end of a relatively lowrate helical spring 74. The spring 74 serves as an idle speeder springand is tensively interposed between the eye bolt 72 and one arm 76 of aspeeder spring biased lever 78. The lever 78 has a hub 80 journaled onthe upper end of the power shaft 60 by a flanged Teflon bearing 82 forlimited angular movement relative to the lever 66. The speeder springlever 78 has a second arm 84 having a flange 85 extending upwardlytherefrom. The flange 85 supports a second eye bolt 86 which isadjustable relative thereto by lock nuts 87 and 87'. The eye bolt 86engages the adjacent end of a second helical speeder spring 88. Thespring 88 is of somewhat higher rate than the spring 74 and serves toestablish the higher speed maintained by the governor mechanism. Thespring 88 is tensively interposed between the eye bolt 86 and astationary support flange or arm 90 extending laterally and upwardlyfrom the bottom of a closed loop bracket member 92 embracing the speederspring 88. The bracket 92 is in turn supported above the control headsupport member by a pedestal member 84. A second support flange 96extends laterally and upwardly from the upper loop portion of thebracket member 92 and threadably supports a bolt 98. The bolt 98 ismaintained in its adjusted position by a lock nut 100 and serves as anadjustable stop engageable with the flange 85 thereby limiting themaximum fuel controlling position of the speeder spring lever 78.

The spring biased lever 78 has a limited lost motion connection with thespeed responsive power lever 66. This lost motion connection includes adepressed tang 102 which is carried by the lever 78 and projectsdownwardly into a slot 104 formed in the lever 66 adjacent its powershaft mounted end. During operation of the engine above its idle speedrange, speed responsive movement of the power lever is counterclockwiseof its idle speed position shown in FIGURE 3 and causes the side wall106 of the slot 104 to engage the tang 102. Such engagement causes thespeeder spring lever 78 to rotate in unison with the power lever 66against the biasing action of the high speed speeder spring 88. Duringidle speed engine operation, the several governor and fuel controllinkage elements are maintained substantially as shown in theaccompanju'ng drawings with initial speed responsive movement of thepower lever being opposed solely by the idle speeder spring 74.

An intermediate arm or boss 188 on the power lever 66 carries a pivotpost 110 which extends upwardly and pivotally supports a floatingdifferential lever 112 intermediate its ends. The lever 112 has adownwardly extending arm 114 pivotally connected by a ball-and-socketjoint 116 to one end of a link 118. The distal end of the link 118 isconnectable to a suitable fuel supply control means such as the fuelsupply controlling racks of a plurality of unit fuel injectors, notshown. The other arm 120 of the lever 112 carries a pin 122 whichpivotally engages a lost motion slot 124 formed in the adjacent end of abell-crank throttle lever 126. The lever 126 is pivotally supported at128 on a stationary support arm 130 extending from the closed loopbracket member 92. The other arm of the lever 126 is pivotallyconnect-ed by a ba'll-and-socket connection 132 to one end of a manuallyoperable link 134 for movement between idle and full-fuel controllingpositions indicated in FIG- URE 3.

Movement of the lever 126 within such limits normally controls the fuelsupply controlling position of the floating diiferential lever 112between the idle and maximum engine speed and load limits maintained bythe governor. When the lever 126 is in its idle position, thecentrifugal biasing action of the flyweights 34 and 36 is equalized bythe low speed speeder spring 74 thereby shifting the pivot post 110 inaccordance with variations in the engine idle speed. Such movement ofthis pivot post serves to shift the fuel controlling position of thedifferential lever 112 about the pivot 122 to maintain the minimum speedcorresponding to the adjusted biasing action of the idle speeder spring.As the lever 126 is rotated toward its full fuel controlling position,the resultant increase in engine fuel supply increases the engine speed.The resultant increase in speed responsive movement of the power lever66 eifects engagement between the side wall 106 of the slot 104 and thetang 102. After such engagement, further speed responsive movement ofthe lever 66 is opposed by the speeder spring 88. Such movement of thelever 66 also serves to shift the fuel supply controlling ditferentiallever 112 in a decreasing fuel direction until a fuel supply rate isachieved sufficient to maintain the high speed weights and speederspring in force equilibrium at an engine speed corresponding to theselected position of the lever 126. As the engine approaches its maximumgoverned speed upon either a reduction in load or movement of the lever126 to its full fuel position, the effected movement of the power leverpivot post carries the differential fuel controlling lever 112 in adecreasing fuel direction until a maximum speed limiting equilibriumcondition is obtained between the centrifugal biasing action of the highspeed flyweights 36 and speeder spring 88.

In the illustrative embodiment, an engine shutdown control is operableto shift the link 118 to a no-fuel supply position independently of theposition of the throttle control lever 1'26 and of the speed maintainingaction of the governor. This shutdown control comprises a plate member136 which is secured to and extends laterally from the fuel controllinglink 118. One end of a flexible actuating wire 138 extends through anopening provided in one arm of the plate member 136 and carries anabutment collar 140. Under engine operating conditions, this collar isnormally spaced from the plate memher to permit unrestricted fuel supplycontrolling movement of the link 118. The wire 138 extends through aflexible sheath 142 to a suitable operating knob, not shown, mounted onthe engine control panel, also not shown. The governor adjacent end ofthe sheath 142 is supported as shown in FIGURE 1 by a bracket assembly144 secured to the side face of the control head member 14.

Upon operator actuation of the wire 138 in a shutdown effectingdirection, the thrust collar engages the plate member 136 and thuscarries the fuel controlling link 118 to its fuel-off position whereinthe other arm of the plate member 136 engages a limit screw 146threadably supported by a flange 148 upstanding from the control headmember 14. The limit screw 146 thus prevents overtravel of the fuelcontrolling linkages and injector control racks beyond their fuel-offpositions. As the shutdown plate member 136 approaches such engagementwith the limit screw 146, it first engages a buffer spring 150 carriedby the limit screw. Shutdown effecting movement of the link 118 isnormally accomplished under equilibrium speed conditions and ismaintained against the biasing action of the high speed speeder spring88. Upon release of the shutdown control knob the fuel controllinglinkage is actuated in an increasing fuel direction as the speederspring 88 carries the flange 85 of the spring biased lever 78 intoengagement with the bolt 98. Such movement of the lever 78, of course.conditions the governor and the associated fuel supply controllinglinkages for re-starting the associated engine. 7 From the foregoingdescription, it will be seen that the preferred illustrative embodimentprovides the several stated objectives and advantages of the inventionand that various modifications and changes might be made therein withoutdeparting from the spirit and scope of the invention as defined in thefollowing claims.

We claim:

1. A control mechanism operable to govern an engine at a low idle speedand at a higher maximum speed with speed modulated manualcontrol of fuelsupply for intermediate speeds, said control mechanism comprising anengine speed responsive means including a first lever pivotal inresponse to changes in engine speed, a second lever pivotally mounted incoaxial pivotal relation to the first lever and having a limited lostmotion driving connection therewith, said first lever having anupstanding arm at its end distal from its pivotal end, said upstandingarm being in substantially parallel spaced relation to a first arm onthe second lever, an idle speeder spring tensively and adjustablyinterposed between the first arm of the second lever and the upstandingarm of the first lever, said second lever having a second upstanding armsubstantially parallel to the upstanding arm of the first lever andperpendicular to and opposite the first lever arm of the second lever, asupport member spaced from the second upstanding arm, a high speedspeeder spring tensively and adjustably interposed between the secondupstanding arm and the support member, an adjustable stop memberengageable with the second upstanding arm to define an idle speed limitposition for said second lever wherein the idle speed responsive rangeof movement of the first lever is incapable of driving said second leverthrough the lost motion connection, a third differential floating leverpivotally supported on said first lever inter mediate its ends andbetween said speeder springs, one arm of said third lever beingpivotally connectable to one end of a fuel regulating linkage andmovable between no-fuel and full-fuel supply controlling positions, afourth throttle control lever pivotally mounted on said support memberand having one arm swingable above said floating differential lever,said fourth lever arm having a lost motion pivotal connection with theother arm of said floating differential lever and said fourth leverbeing operably connectable to manual control means and movable betweenidle and full-fuel supply positions.

2. An engine control mechanism operable to maintain engine idle andmaximum speeds and having speed modulated manual control of the enginefuel supply for intermediate engine speeds, said control mechanismcomprising a first lever pivotal in response to changes in engine speed,a second lever pivotally mounted in coaxial pivotal relation to thefirst lever, a limited lost motion driving connection between said firstand second levers, an idle speeder spring tensively interposed between afirst arm on the second lever and said first lever distal from itspivotal axis, a support member spaced from a second arm on the secondlever, a high speed speeder spring tensively interposed between saidsecond arm and the support member, a stop defining an idle speed limitposition for said second lever wherein the idle speed responsive rangeof movement of the first lever is incapable of driving the second leverthrough the lost motion connection, a third lever pivotally mounted onthe first lever for swinging movement between said speeder springs, onearm of said third lever being pivotally connectable to one end of a fuelregulating link movable between no-fuel and full-fuel supply controllingpositions, a fourth lever pivotally mounted on said support member andhaving one arm swingable above the third lever, said fourth lever armhaving a limited lost motion pivotal connection with the other arm ofthe third lever and said fourth lever being operably connectable tomanual control means and movable between idle and full-fuel supplypositions.

3. An engine control mechanism operable to provide speed modulatedmanual control of engine fuel supply between idle and maximum enginespeed limits, said control mechanism comprising a first lever pivotal inresponse to changes in engine speed, a second lever coaxially pivotedand having a limited lost motion driving connection with said firstlever, an idle speeder spring tensively interposed between a first armon said second lever and the first lever distal from its pivotal axis,said idle spring biasing said first lever in opposition to its speedresponsive pivotal movement, a stationary support spaced from a secondarm on the second lever, a high speed speeder spring tensivelyinterposed between said second arm and said support, a stop defining anidle speed limit position for said second lever wherein the idle speedresponsive range of movement of the first lever is incapable of drivingthe second lever through the lost motion connection, said high speedspeeder spring biasing the second lever toward said limit position andacting through said connection to bias said first lever in opposition toits speed responsive movement beyond its idle speed range, a third leverpivotally mounted on the first lever and having one arm pivotallyconnected to one end of a fuel regulating link movable between nofueland full-fuel supply positions, and a fourth lever pivotally mounted onsaid support and having a limited lost motion pivotal connection withanother arm on said third lever, said fourth lever being operablyconnectable to manual control means and movable between idle andfull-fuel supply controlling positions.

4. In an engine speed control mechanism operable to provide speedmodulated manual control of fuel supply between idle and maximum enginespeed limits, a first lever pivotal in response to changes in enginespeed, a second lever coaxially pivoted and having a limited lost motiondriving connection with said first lever, said first lever having anupstanding arm spaced from a first arm on said second lever, an idlespeeder spring tensively interposed between the first arm on the secondlever and the upstanding arm on the first lever, said idle springbiasing the first lever in opposition to its speed responsive movement,said second lever having an upstanding arm opposite and perpendicular toits first lever arm, a stationary bracket member spaced from theupstanding arm of the second lever, a high speed speeder springtensively interposed between the bracket member and the upstanding armof the second lever, an adjustable stop member carried by said bracketmember and engageable with the upstanding arm of the second lever, saidstop defining an idle speed and maximum fuel controlling limit positionfor the second lever wherein the idle speed responsive range of firstlever movement is incapable of driving the second lever through the lostmotion connection, a third lever pivotally mounted on said first leverand having one arm pivotally connected to one end of a fuel regulatinglinkage movable between no-fuel and fullfuel supply controllingpositions, and a fourth lever pivotally mounted on said bracket memberand having a limited lost motion pivotal connection with another arm onthe third lever, said fourth lever being connectable to manual controlmeans and movable between idle and full-fuel supply controllingpositions.

5. In an engine limiting speed governor, a housing mountable on anassociated en'gine, centrifugal means mounted within said housingcomprising a first shaft journaled within said housing and drivinglyconnectable to the engine, a fiyweight carrier mounted on said firstshaft, a pair of low-speed bell crank flyweights pivotally supported ondiametrically opposite sides of said carrier for outward swingingmovement relative thereto, a second pair of high-speed bell crankflyweights pivotally supported on diametrically opposite sides of saidcarrier for outward swinging movement normally of said low spe dflyweights, said carrier having abutments successively limiting thespeed responsive outward movement of said low and high speed flyweightsupon operation of the engine above its idle and maximum speed limits, 2.second output shaft journaled in said housing and operably connected forpivotal movement in accordance with the speed responsive outwardmovement of the flyweights, said second shaft projecting at one endbeyond said housing, a first lever secured to the projecting end of saidsecond shaft for speed responsive movement therewith, a second levercoaxially pivoted and having a limited lost motion connection with thefirst lever, said first lever having an upstanding arm at its end distalfrom the pivotal axis, an idle speed speeder spring tensively interposedbetween a first arm on the second lever and the upstanding arm on thefirst lever and biasing said first lever in opposition to its idle speedresponsive movement, said second lever having a second upstanding armperpendicular to its first lever arm and extending in substantiallyparallel spaced relation to the upstanding arm of said first lever, aclosed loop bracket member having a plurality of support arms extendingtherefrom and mounted on the housing in spaced relation to theupstanding arm of the second lever, a high speed speeder spring embracedby said bracket member and tensively interposed between a support armthereon and the upstanding arm of the second lever, a stop memberthreadably supported by a second arm on said bracket member andengageable with the upstanding arm of the second lever to define an idlespeed and maximum fuel supply controlling limit position wherein theidle speed responsive range of movement of the first lever is renderedincapable of establishing driving engagement through said lost motionconnection, said high speed speeder spring biasing the second levertoward its stop limited position and acting through said lost motionconnection to bias said first lever in opposition to speed responsivemovement beyond its idle range, a third differential floating leverpivotally supported on said first lever intermediate its ends andextending between said speeder springs, one arm of said third leverbeing pivotally connectable to a fuel regulating linkage movable betweenno-fuel and fullfuel supply controlling positions, and a fourth throttlecontrol lever pivotally mounted on said bracket member and having an armswingable above the differential lever, said fourth lever arm having .alost motion pivotal connection with another arm on said differentiallever and said fourth lever being operably connectable to manual controlmeans and movable between idle and full-fuel supply positions therebyshifting the fuel supply controlling position of the differential leveras modulated by the engine speed responsive movement of the first levertending to maintain desired speed equilibrium force conditions betweenthe flyweights and speeder springs.

6. An engine limiting speed governor operable to maintain engine idleand maximum speed limits and having speed modulated manual throttlecontrol of fuel supply at all intermediate speeds, said governorcomprising a housing mountable on an associated engine, centrifugalmeans mounted Within said housing and including a first shaft jouraledwithin said housing and drivingly connectable to the engine, a flyweightcarrier mounted on said first shaft, a pair of low speed fiyweightspivotally sup ported on diametrically opposite sides of said carrier foroutward swinging movement relative thereto, a second pair of high speedflyweights pivotally supported on diametrically opposite sides of saidcarrier for outward swinging movement intermediate said low speedflyweights, said carrier having stop abutments successively limiting thespeed responsive outward movement of said low and high speed flyweightsupon operation of the engine above its idle and maximum speed limits, asecond output shaft journaled in said housing and operably connected forpivotal movement in accordance with the speed responsive outwardmovement of the flyweights, said second shaft projecting at one endbeyond said housing, a first lever secured to the projecting end of saidsecond shaft for speed responsive swinging movement therewith, .a secondlever coaxially pivoted and having a limited lost motion drivingconnection with the first lever, an idle speed speeder spring tensivelyinterposed between a first arm on said second lever and said first leverdistal from its pivotal axis, said idle spring biasing said first leverin opposition to its speed responsive movement, a bracket member mountedon said housing and spaced from a second arm on the second lever, a highspeed speeder spring tensively interposed between said second arm andsaid bracket member, a limit stop member threadably supported by saidbracket member and engageable with said second arm to define an idlespeed limit position wherein the idle speed responsive range of firstlever movement is rendered incapable of establishing driving engagementthrough said lost motion connection, said high speed speeder springbiasing the second lever toward its stop limited position and actingthrough said lost motion driving connection to bias said first lever inopposition to its speed responsive movement beyond its idle range, athird differential floating lever pivotally supported on said firstlever and having an arm pivotally connectable to one end of a fuelregulating linkage movable between no-fuel and full-fuel supplypositions, and a fourth throttle control lever pivotally mounted on saidbracket member and having a pin-and-slot lost motion pivotal connectionwith another arm of said floating differential lever, said fourth leverbeing operably connectable to manual control means and movable betweenidle and full-fuel supply positions to shift the fuel supply controllingposition of the differential lever as modulated by the engine speedresponsive movement of the first lever to maintain a selected constantengine speed corresponding to the equilibrium force conditions obtainedbetween the fiyweights and speeder springs.

7. In an engine limiting speed governor, centrifugal means including anengine driven shaft, equiangularly spaced and paired low and high speedflyweights pivotally supported for outward swinging movement ondiametrically opposite sides of said shaft, abutment means forsuccesively limiting the speed responsive outward movement of said lowand high speed flyweights upon operation of the engine above idle andmaximum speed limits, a first lever operably connected for pivotalmovement in accordance with the speed responsive outward movement of thefiyweights, a second lever having a limited lost motion pivotalconnection with the first lever, an idle speeder spring tensivelyinterposed between a first arm on the second lever and the first leverand biasing the first lever in opposition to its increasing speedresponsive movement, a support member spaced from a second arm on thesecond lever, an adjustable stop engageable with said second arm todefine an idle speed and maximum fuel supply controlling limit positionwherein the idle speed responsive range of first lever movementisincapable of efiecting driving engagement through said lost motionconnection, a high speed speeder spring tensively interposed betweensaid second arm and the support member and biasing the second levertoward its stop limited position and acting through the lost motionconnection to bias the first lever in opposition to'its speed responsivemovement beyond its idle range, a third lever pivotally supported on thefirst lever and connectable to a fuel regulating linkage movable betweenno fue1 and fullfuel supply controlling positions, and a throttlecontrol member movable between idle and full-fuel positions and having alost motion pivotal connection with the third lever, the fuel supplycontrol positioning of the third lever by said throttle member beingmodulated by the engine speed responsive movement of the first lever tomaintain a desired constant engine speed corresponding to the selectedposition of the throttle member and the equilibrium force conditionsobtained between the fiyweights and speeder springs.

8. An engine speed control mechanism operable to provide speed modulatedmanual control of the engine fuel supply to maintain desired constantspeeds between idle and maximum engine speed limits, said mechanismcomprising an engine speed responsive means including a first leverpivotal in response to changes in engine speed, a second lever having alimited lost motion pivotal connection with said first lever, a stopdefining an idle speed limit position for the second lever wherein idlespeed responsive first lever movement is incapable of effecting secondlever driving engagement through the lost motion connection, an idlespeeder spring interposed between and biasing the first lever inopposition to its speed responsive pivotal movement and biasing thesecond lever away from its stop limited position, a high speed speederspring biasing the second lever toward its stop limited position andacting through the lost motion connection lw-e movement of the firstlever to maintain a desired constant 10 2,669,983

engine speed corresponding to the selected positioning of the throttlemember and equilibrium force conditions obtained between the speedersprings and the speed responsive movement of the first lever.

References Cited in the file of this patent UNITED STATES PATENTSBenjamin July 21, 1942 Reddy et a1 Feb. 23, 1954

